Cylinder construction for internalcombustion engines



AUS 31 1954 w.` A. PARRlsH 2,687,709

CYLINDER CONSTRUCTION FOR INTERNAL-COMBUSTION ENGINES Filed June 13, 1950 3 Sheets-Sheet 2 7595,

Aug- 31, 1954 w. A. PARRlsH 2,687,709

CYLINDER CONSTRUCTION FOR INTERNAL-COMBUSTION ENGINES Filed June 13, 1950 3 Sheets-Sheet 3 beyond that necessary for Patented Aug. 31,` 1954 CYLINDER GDNSTRUCTION FORxINTERNAL- ICQMBUSTION 1 ENGINES Walter A. Parrish, Grosse Pointe WoodsMi'ch., assignorto-Research Engineering Corporation,

acorporationofvIndiana ApplicationvJune 13, 1950,` Serial No. 167,750:

7 Claims. (Ci. 123441.79)

This invention relates to `internal combustion engines, and more .particularly to a unitary cylinderasselnbly for an internal combustion engine, and the method ofconstructing the same.

This application is a continuation-impart of my pending application, SerialNo. 728;'417 led February 14, 1947, now abandoned.

p The'cylinder construction employed in internal combustion engines, particularly engines of the dieseltype, arefor the most part somewhat massive. Thus the customary engine provides merely an engineblock in which the cylinders have been bored. The thickness of the cylinder walls` is far the pressures involved butwhere weight and size is vnot a factor the usual construction may be the most feasible. Where Weight and;size are limiting factors, it has been `known to `form the cylinder of merelya liner provided, with some sort of cooling means; for example, air vanes, `andto attempt toA limitthe materials going intothe `construction of the cylinder only to those necessary to complete the structure. The parts ofsuch cylinders, however, were generally bolted together, and thus` theparts hadto possess suflicient `thickness to` permitthreads to be cut therein ofsuilicient depth, and length to provide the necessary anchoragefor the parts. I am also familiar with `welded cylinders in which the various parts are `welded together bythe usual methods. Inasmuch as during all welding operations the cylinder `parts are, subjected `to intense localized heat,` thepartsl must of necessity possess suflicient size and thickness as to withstand the Welding without warping Vor `other- `Wise becoming distorted. l

Iq have invented anew, light` weight cylinder `and a method of constructing thel same which provides a unitary cylinder wherein allthe parts are heldtogether by fusion of metal and by Vwhich al1 the parts may be properly positioned and aligned before consolidation `by fusion.

, The cylinder of this invention, while-usable in any form of internal combustion engine, is particularly useful in the diesel engines showninimy copending applications, Serial Nos. 649,231 and 728,417, filed on Februarylzl, 1946"and,February 14, 1947, respectively now abandoned;

The invention will be described in" conjunction with the accompanying drawings; inwhich:

Fig. 1 is a side elevation of the cylinder ofthis invention shown in positionfattached to opposed crankcases; I

Fig. 2 is a verticalsection--throughthe apparatus shown in Fig. l;

Fig; 3`is a verticalsection-showing'the various `parts- 'of" the cylinder in processvof` assembly;

4.217 inches.

Fig. 4 is ahorizontal section along line--l of Fig. 3;

Fig. 5 isa Verticali section der with the brazing;

Figs. 6 to 8 inclusive are horizontal` sections along lines 6 6, 1-1 and 84-8 ofFig. 5 respectively;

Fg. 9 is a side elevation of` the intake port sleeve;

Fig. 10 is a sideelevation ofthe injector boss ring; l

Fig. 11 is a side elevation of the exhaust port sleeve; and

Fig. 12 is an enlarged; detailed section showing the construction at the ends. of'the cylinder.

While this invention isrsusceptible of various modifications and alternative constructions, it is herein shown'andwillghereinafter `be described in its preferred embodiment. Itis not intended, however, that the invention isto be limitedithereby to the specic `construction and method disclosed. `On the contrary, it isintendedto cover all modifications and alternative constructions fallingwithin the spirit and scope ofthe invention, as deiinedin" the appendedclaims.

Referring nowA to Fig. 3 of; thedrawings, I show a cylinder liner 2li'` which has been accurately machined to the proper diameter and consisting of a single tube of steel; T-he lineris preferably a thin-walledfcylinderhaving an inside diameter of approximately 3`.890`-3.89l inches and an accurately ground outside diameter of 4.218-

I provide a notch 2l at the' lower end of the linerto act as-an index mark with respect to which the other parts of the cylinder assembly may be aligned. `The notch isltted over a'pin 22 located in an -assembly-jig-'M which acts as the base during assembly operations. Over `the liner 2arelto1be`tted1a pair of'endflanges 2.4 `andl25, a pairof portinglrsleeves `26-andfihand an injector boss' ringd28.

` As best seen in Figs; 6 toSinclusive the sleeves `26 andl`2l are cylindricalfin shape andhave an through the cylinparts assembled thereon ready for `insidediameter resulting in an interference t,

as from 002 to .004finch' less than the outside diameter ofthe cylinder liner over'which they t. Longitudinal water passages 30 arel provided in each of the sleeves. The injectorboss ring 28 is also annular in shape andprovidedwith.longitudinal water passages 3|. Infallinstances the water passages are vformed inthe exterior surfaces ofl the'sleeves and ringbeforethesame are inserted over the liner; The boss Vsupporting ring `28 is providedwithtwo opposite'fbosssupporting portions 28a which are oflsufcient thickness l as to be in contact both with the liner and with the water jacket which is subsequently to be positioned thereover.

I drill a number of radial holes 32 through each of the sleeves, the ring and the end flanges and fill the holeswith a brazing material 33. The brazingmaterial, which may be copper slugs, when pressed into the holes has a clearance at each end to allow for the expansion of the material as the assembly is heated in the brazing furnace. As copper expands as it is heated from room temperature to 2050 F. before becoming fluid, failure tov leave adequate clearance would result in distortion of the assembled structure.

The end flanges 24 and 25 are cylindrical in shape, having an inside diameter from .002 to .004 inch less than the outside diameter of the liner 25, and are provided with a step portion 35, a flat bottom 36, and an annular recess 3l formed adjacent the interior wall. The end flanges are provided with ears 33 suitably drilled at 39 for the reception of bolts for attachment to the crankcase. One of the holes 39a is slightly offset to provide an index mark for proper positioning of the flange.

In assembling the parts I place the liner in vertical position with the notch 2l engaging the pin 22. With the liner in this position and at room temperature I heat the end flange 24, the sleeves 28 and 21, and the injector ring 2B to approximately 225 degrees to 250 degrees F. With the parts expanded by heat they are slipped over the liner to the position shown in Fig. 3. In aligning the parts the end flange is positioned with the offset hole 39 at 135 degrees from the index mark 2l, as shown in Fig. 8, the porting sleeves 26 and 21 are located to align any of the water passages 30 with the index mark as shown, and the injector ring is located at the central portion of the liner intermediate the two 'sleeves with the edge 28h of one of the boss supporting portions 28a located at the index mark.

I then remove the partially assembled cylinder from the jig and tack-weld the end flange, sleeves and boss ring in position to hold them securely during the subsequent operations. It should be understood that the tack-welds are intended only as securing means during the assembly operation and are not intended to provide suicient adherence of the parts to servey as the sole connecting means in the finished cylinder.

The exterior of the completed cylinder cornprises a cylindrical water jacket 4| of steel having a wall thickness of approximately .102 to .112 inch. This is heated in an oven to a temperature of 225 degrees to 250v degrees F. and when so heated is slipped over the then assembled parts which have been replaced in the jig. As the water jacket is completely cylindrical no alignment with respect to the index mark is necessary. In locating the jacket on the end flange 24 I slip a shim having a thickness of about .120 to .124 inches on the shoulder portion 42 of the flange. I then tack-weld the jacket to the flange 24 in order temporarily to secure those parts together.

An injector boss 45 provided with blind holes 43 containing brazing material 4l is then held s ecurely in position over the jacket at the location of one of the boss supporting portions 28a by the step studs 48 which are inserted through the holes 4Q in the boss and engage threads in aligned holes A50 in the boss ring. The location can be determined by locating one of the side walls 45a of the boss at the center of the index mark 2| as shown in Fig., 7 The upper ,end flange 25 is provided with brazing slugs in the same manner as was the flange 24 and, after being heated, is positioned at the upper end of the liner as shown in Fig. 5. Again I space the ends of the jacket from the shoulder portion of the flange, as previously described.

The entire assembly is then passed through a bracing furnace with the cylinder in vertical position. The furnace is maintained at a temperature sufficiently high to melt the brazing material (in the order of 2000 degrees F.) to cause the brazing material located in the holes to flow into a thin film between the parts, Sufficient brazing material is provided to produce a minimum of .007 cubic inch of brazing material for each square inch of brazed surface. I nd that it is quite important to send the cylinder assembly through the brazing furnace with the cylinder in vertical position. Molten copper, when used as a brazing material, is reluctant to ow upward against gravity except for short distances when aided by capillary attraction. Thus if the cylinder assembly is in horizontal position considerable upward llow is required to produce a completely brazed joint. In vertical position, only slight upward flow of the molten brazing material is required and hence I am able to secure a completely fused joint. Upon removing the cylinder from the brazing furnace it will be found that the jacket is firmly united to the end flanges, sleeves, and injector assembly by the brazing material. If desired, the boss 45 may be clamped in position and the end flanges may be clamped to assure that no slippage or rotation will take place during heating and also, and primarily, to insure good brazing contact between the parts and the liner.

After the parts have been brazed together, I then harden the inner surface of the liner which requires carburizing the interior thereof to a 1.10% of carbon to a depth of g3g inch. If this carburizing step is carried out first, it would be necessary to apply a nonporous platingof nickel to the interior of the liner to protect against decarburization during oven brazing. By carburizing after the brazing operation, the addition of the nickel plating is unnecessary as the carburi- Zation temperature need not exceed 1600 F. and, therefore, does not affect the previously completed oven brazing since the fluidity of the brazing material does not occur until the temperature is in excess of 2000c F.

In completing the cylinder I then drill or broach intake ports 5l and exhaust ports 52 through the jacket sleeves and liner. IIhe ports are formed with careful reference to the index mark in order to insure that they do not open into any of the coolant passages 30. A number of coolant ports 53 are then drilled through the jacket only', at locations between the end flange and the adjacent sleeve. A second plurality of coolant ports 54 are drilled into the jacket between the exhaust ports 5l and the central portion of the liner to provide an outlet for coolant in the'intermediate portion of the cylinder.

As shown in Figs. l and 2, the cylinders Vmay be secured to crankcases 55 by means of bolts as shown in Fig. l which extend through the holes 33 in the end flanges. Studs or cap screws may be used in place of the bolts. In order to insure good sealing contact between the end flanges and the crankcase I lill the recess 31 with a resilient annular gasket v5B. By so locating the gasket 58, I am able to secure metalto metal contact between the end flanges and ythe engine crankcases. The completed cylinders are themselves the spacers between the engine crankcases and variations in the thickness of the gaskety whether initially or after a period of time, does not aifect the recess 31 but'due to its resilience seals the joints between the flanges and crankcases. The gasket, however, does not enter into or prevent the metal to metal contact between flange and crankcase and thus I assure the proper relation, dimensionally, between the crankcases, front and rear.

To complete the cylinder assembly an appropriate hole is drilled through the boss 25 and the jacket, boss supporting portion, and liner to provide means for securing an injector nozzle should the engine be designed as a diesel engine. If dual ignition is desired, a second boss 45 may be secured to the opposite side of the cation of the opposite boss supporting portion.

I claim:

l. A cylinder for an internal combustion engine comprising a cylindrical liner, a cylindrical coolant jacket surrounding and substantially coextensive with the liner, a plurality of sleeves around the liner and spacing the jacket therefrom, a plurality of intake ports extending through the jacket liner and a sleeve, a plurality of exhaust ports extending through the jacket liner and another sleeve, and a plurality of coolant ports extending through the sleeves longitudinally of the liner, said sleeves being brazed t the liner and to the jacket to form an integral unitary cylinder.

2. A cylinder for an internal combustion engine comprising a cylindrical liner, a. cylindrical coolant jacket surrounding the liner, a plurality of sleeves around the liner intermediate the ends thereof and spacing the jacket therefrom to form a coolant chamber around the liner, a plurality of coolant ports extending through the sleeves longitudinally of the liner, and an end flange at each end of the liner and closing the coolant chamber, said sleeves and end iianges being brazed tothe liner and to the jacket to form an integral unitary cylinder.

3. A cylinder for an internal combustion engine comprising a thin-walled cylindrical liner, a thin-walled coolant jacket surrounding the liner, a plurality of sleeves around the liner intermediate the ends thereof and spacing the jacket therefrom to form a coolant chamber around the liner, a plurality of coolant ports extending through the sleeves longitudinally of the liner, and an end flange at each end of the liner and closing the coolant chamber, said sleeves and end iianges being brazed to the liner and to the jacket to form an integral unitary cylinder.

4. A cylinder for an internal combustion engine comprising a thin-walled cylindrical lliner having an index mark, a thin-Walled coolant jacket surrounding the liner, a pair of porting sleeves around the liner with a sleeve being located adjacent but spaced from each end of the liner and spacing the jacket from the liner to form a cylindrical coolant chamber therearound, a plurality of coolant ports extending through the sleeves longitudinally of the liner with one port in each jacket being aligned with the index mark,

liner at the loan end iiange at each end of the liner and closing the ends of the coolant chamber, an injection boss ring around the central part of the liner and having a portion aligned with` the index mark and having spaced portions in contact with the jacket, and an injector boss on the exterior of the jacket and located at the area of contact of one of said spaced portions with the jacket, said sleeves and end flanges and said boss ring being brazed to the liner and jacket and said injector boss being brazed to the jacket to form an integral unitary cylinder.

5. Apparatus of the character described in claim 4 including an annular recess in the outer face of each end flange, a pair of crankcases spaced by the cylinder, said crankcases being in metal to metal contact with said end a resilient gasket in each of said recesses and sealing the end flanges to the contacting crankcases.

6. A cylinder for an internal combustion engine comprising a cylindrical liner, a cylindrical coolant jacket surrounding the liner, a plurality of sleeves around the liner intermediate the ends thereof and spacing the jacket therefrom to form a coolant chamber around the liner, a plurality of intake ports extending through the jacket, liner and a'sleeve, a plurality of exhaust ports extending through the jacket, liner and another sleeve, and an end flange at each end of the liner and closing the ends of the coolant chamber, said sleeves and end flanges being brazed to the liner and to the jacket to form an integral unitary cylinder.

7. In an' opposed piston diesel engine, a unitary cylinder, an end ange on each end of the cylinder, each of said flanges having a substantially circular flat outer1 face extending, radially of the cylinder, each of said outer faces having an annular recess therein, a pair of crankcases spaced by the cylinder `and in metal to metal contact with said outer faces whereby the crankcases are spaced apart a distance equal only to the distance between each of said end faces, and a resilient gasket in each of said recesses and sealing the end flanges to the contacting crankcases.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,260,861 Bie Mar. 26, 1918 `1,292,683 Gole Jan. 28, 1919 1,316,749 Still Sept. 23, 1919 1,324,520 Robbins Dec. 9, 1919 1,386,007 Lynn Aug. 2, 1921 1,474,549 Penning Nov. 20, 1923 1,484,240 Still Feb. 19, 1924 1,606,787 Holmes Nov. 16, 1926 1,630,311 Reineke May 31, 1927 1,820,069 Herr Aug. 25, 1931 1,822,036 Junkers Sept. 8, 1931 2,244,323 Antonsen et al. June 3, 1941 FOREIGN PATENTS Number Country Date 614,300 France Sept. 14, 1926 flanges and 

